Railroad tank-car.



No. 814,880." A rATEiNT-EDVMAR. 13, 19;@{3}

J. SMALL & J. 'B.-SPEBD.

RAILROAD TANK GAR. APPLIouIoN FILED 'smull 19, 1905.

-Vilesseag.

l PATENTBD MAR. 13,1906.

H. J. sMALLVdL J. B. SPEED.

RAILROAD'y TANKGAR.

APPLICATION FILED SEPTflQ. 1905.l

2 SHEETS-SHEET 2.

4o the same evel l pression between the endsis in'the best conv struction attainedl by making'the tank of a plurality HENRY JOHN SMALL,

f BAlLRoAD To a/ZZ whom t may concern:

Specification of Letters Patent. Application led September 19, 1905. Serial No. 279,112.

'PATENT orrrcn.

OF SAN FRANCISCO, AND JAMES BUCKNER SPEED, OF BERKELEY, CALIFORNIA. l l

TANK-CAR.

Patented Maren 13,1906.

l, plane throughout the length of. the tank,-

Beit known that we, HENRY JOI-IN SMALL, i thereby relegatingthe whole of the increasf` 55 ofthe city and county-of San Francisco, and l ing and increased diameters ofthe sections ai JAMES BUGKNER SPEED, meda county, State of Caliiornia,A have invented certain new and useful Improvements in Railroad Tank-Cars; and we'do hereby declare the following to be .a full, clear', and exact description of the same.

Our invention relates to the cars for railroads. n

The objects of our invention, brieiiy stated, are to simplify the construction. ofthe car consistently with strengthand to increase its stability'by lowering the centerof gravity.

To these ends our invention consistsin the novel tank-car hereinafter describedl and in the construction, arrangement, and combinadrawings, in which,y

tions of its several parts, as Willbe fully describedby referencev `o the accompanying Figure 1 is Aa vertical longitudinal section of the tank-car. Fig. 2 is a horizontal longitudinal section of same. Fig. 3 is an end view. Fig. liis a central transverse section. Fig. 5 is' a detail showin f the connection of the tank fend-s with the 'bo y-bolsters of the trucks.

' The tank A of the car is itseli'the body stitu-ting in and thereof, being mounted upon andv extending and supporting itself between the wheeled trucks B, the tank and the trucks thus conof themselves the whole car to the exclusion of any other sup portingbody, platform, or connecting frame between the trucks. f I y I The tank body or shell intermediate its ends' is depressed between the trucks, A` This depression applies in the best construction to its bottom only, the top of the `tank extending throu hout its length 'on substantially as seen in Fig. l.' This deof overlapping sections rof varied cro'sssectional ,form and areas-as, for example, the sections here shown, wherein the end sections a are 'cylindrical and of the saine diameter. lhe middle section a is alsocylindrical, but ol' greater diameter than the end sections, rwhile the sections a, which join the ends to the middle, are irustums of cones. These sections are relatively arranged so that their tops lie in the same horizontal of Berkeley, Alaand a to class of tank".

the bottoni to form the depression, as shown in Fig. 1.

Theseveral sections are properly riveted together, and the end sections are closed by suitable heads a?. the feed-hole e", and in the bottoni at the middleare the side outlets a5. In order tproperly stiflen to stay it against strains induced by pushing and pulling on the trucks, there is the followthe tank A andV In the top of the tank 1s ing arrangement of interior struts, which to-V i gether form a truss: C represents horizontal Astruts which lie in the longitudinal central portion of'. the tank, bridging vthe `depressed l center and resting upon the bottoms of the end sections and suitably secured. D represents inclined struts reaching fromthe horizontal struts vnear each. end obl'iquely upwardly to the top of the tank on each side of itsf'eedhole, said inclined struts being properly secured at each end. .Thesersustain the upper side of the middle tank-section against depression or collapse in case of severe shocks. represents battle-diaphragms, their securingirons e, further serve the tank. ba'flle-diaphragms, phragms serve inaddition the usual purpose of preventing too sudden motion of the liquid content of the tank.

In order t relieve'the tank-shell at its connection with the trucks from the unequal, straining on the securing-rivets L due to shocks and blow-s, the connection is made as shown in Fig. 5. Under each end section is riveted a thick plate F, the rivets f passing through the tank shell and the patch plate only. The body-bolster etod to the thick plate, the rivets f passing through the bolster and through the plate with their heads countersunk in 'said plate next to the tank-shell. By this connection the plates F serve' as strain-distributing plates, the strains being received by the bolster-rivets f', thus saving the shell-rivets f anrll preventing any tendency of the tank to lea r. truck bya king-pin H.

I represents the side standards from the l bolster ends to the tank.

The bolster G- is connected with the G of the truck is alsoriv- ICD J is a hand-rail, and K is a running-board, both properly secured to the upper portion of the tank.

From this description it will be seen that no other body or intertruck frame is used or required than the tank itself, thereby simplitying the construction of the car and reducing the cost of manufacture. it will also be seen that'the depressed bottom of the tank between the trucks lowers the center of gravity, thereby giving greater stability and safety, and, further, that in the shape here shown as attained by the forms of tank-sections used the depressed center is of the best form consistent with strength and capacity. Also it will be noted that though the tankshell is relatively light it is stiilened by the struts and baiile-diaphragms to the required degree, and, `Enally, by the intervention of the thick plates F the connection ofthe tankshell with the l'iody-bolsters is such as to relieve the tank-'connecting rivets of the strains ol' blows vand shocks and to prevent said rivets from becoming loosened under said strains, thereby avoiding any tendency of the tank to leak.

Having thus described our inventirm, what we claim as new, and desire to secure oy het ters Patent, is`

l. A railroad tank-car, the tank of which composed of cylindrical end sections, a iniddle cylindrical section of greater diameter than that ol the end sections, and conical intervening sections unitingr the end and middle sections, said tank-sections being relatively arranged to depress the intertruck portion of the tank below the level of its ends.

2. A railroad tank-car, the tank ol which is composed ot cylindrical ond sections, a middie cylindrical section of greater diameter than that of the end sections, and conical intervening sections uniting the end and middle sections, said tank-sections being relatively arranged to lorm oi' their tops a continuous level throughout the length of the tank,`while their bottoms, intermediate the trucks, are depressed below the level of the end sections.

3. In a railroad tank-oar, a tank having an interior stiil'ening-truss comprising horizontal struts extending lengthwise of its bottom, and inclined struts extending l'rom the ends of said horizontal struts to the middle top olE said tank.

4. In a railroad tank-car, a tank having an interior stiHening-truss comprising horizontal struts extending lengthwise ol its bottom, and inclined struts extending from the ends of said horizontal struts to the middle top of said tank, and interior batlle-diaphragms on l i l l i each side oi the median transverse plane of such tank. v

5. In a railroad tank-car, a tank constituting, of itself, the sole inteitruck connection, said tank having an interior stiilening-truss comprising horizontal struts extending lengthwise of its bottom, and inclined struts extending from the ends of said horizontal struts to the middle top of said tank.

i. ln a railroad tank-car, a tank composed of cylindrical end sections, a cylindrical middle section ol diameter greater than that of the end sections, and intervening conical sections uniting the end and middle sections, said tank-sections being relatively arranged to depress the bottom of the tank intermediate the trucks, in combination with an interior stiffening-truss comprising horizontal struts extending lengthwise ol" the bottom of the tank and bridging its depressed portion, and inclined struts extending from the ends of said horizontal struts to (he middle top of said tank.

7. flu a railroad tank-car. a tank composed ol cylindrical end sections. a cylindrical middle section of diameter grenier than that of the end sections. and'iiuerifririug conical sections uniting the end and middle sections, said tank-sections being rch-nively arranged to depress the bottom ot the iauli intermediate the trucks, in combination with an interior stiil'ening-truss comprising horizontal struts extending lengthwise of the bottom oll the tank and bridging its depressed portion, and inclined struts extending from the ends of said horizontal struts to the middle top of' said tank, and interior baille-diaphragms on each side oi the median transverse plane of said tank.

S. ln a railroad tank-car in which the tank constitutes, of itself, the solo intcrtruok connection, the means for connecting the tank ends with the body-holsters of the trucks consisting of'the intervening stress-distributing plates independently riveted to both tank and holsters.

i). In a railroad tank-ear, the combination oi a tank; wheeled trucks; a body-bolster connected with each truck 5 a stress-distributing plate under each end of the tank; rivets passing through .said plates and tankshell only; and other rivets passing through the holsters, and through said plates only.

In witness whereof we have hereunto set our hands.

HENRY JOHN SMALL. JAMES BUCKNEH SPEED. Witnesses E. L. ALLEN, M. H. SnInLDs. 

